Condensate port of an integral intake manifold

ABSTRACT

A power train system includes a heat exchanger reservoir to collect condensate, a layered intake manifold, and integral tubing leading from the reservoir to an interior of the intake manifold via an intake manifold wall such that there is no seal between the condensate port and the manifold. The tubing splits into at least two branches transitioning into a set of wings containing a plurality of nozzles protruding into the interior.

TECHNICAL FIELD

Various embodiments relate to an integral intake manifold for aninternal combustion engine in a vehicle, the intake manifold featuring acondensate port, and a method of producing the same.

BACKGROUND

An intake or inlet manifold is a part of the engine that supplies thefuel/air mixture to the cylinders of the engine. The main function ofthe intake manifold is to evenly distribute the intake gasses to eachintake port in the cylinder heads as even distribution optimizes theefficiency and performance of the engine. The design and geometry of theintake manifold influence the gas flow, turbulence, pressure drops, andother air flow phenomena inside the intake manifold. Among the gasestraveling via the intake manifold may be service fluids, additivefluids, exhaust gas, condensate, and the like.

SUMMARY

According to an embodiment, a power train system is disclosed. Thesystem includes a heat exchanger reservoir to collect condensate, alayered intake manifold, and integral tubing leading from the reservoirto an interior of the intake manifold via an intake manifold wall suchthat there is no seal between the condensate port and the manifold. Thetubing may split into at least two branches transitioning into a set ofwings containing a plurality of nozzles protruding into the interior.The wall may be located in an intake manifold plenum. The tubing maylead through a portion of the wall having the greatest thickness. Thetubing may lead to a portion of the intake manifold containing a channelgradually transitioning into a runner. Each of the set of wings maypartially surround a runner. Each of the plurality of nozzles mayprotrude into a runner cavity within the intake manifold. Each of theplurality of nozzles may include a tip having a plurality of apertures.

In an alternative embodiment, a condensate port arrangement isdisclosed. The arrangement includes a series of layers defining anintegrated intake manifold, and a condensate port including a tubetransitioning from an exterior to an interior of the intake manifoldwhile forming no seal between the condensate port and the manifold, thetube defining arms branching out into tubular curvatures, each having aplurality of nozzles to distribute condensate into the interior. Thetube may at least partially surround the intake manifold. The tube mayrun perpendicular to an intake manifold wall. The plurality of nozzlesmay protrude through a bellmouth opening of an intake manifold runner.The tip of each of the plurality of nozzles may lay flush with aninternal surface of the intake manifold. Each of the arms may transitioninto the tubular curvature via a symmetrical connector. The connectormay be located at an extended distance from an end portion of thetubular curvature.

In a yet alternative embodiment, an engine component is disclosed. Theengine component includes a stratified intake manifold and a stratifiedduct forming a condensate port configured to provide condensate from aheat exchanger to the engine. The duct may include an inlet locatedoutside of the intake manifold and transitioning into an interior of theintake manifold such that there is no seal between the recirculator andthe manifold, the duct splitting into wings surrounding runner flangesand containing at least two nozzles each, and the nozzles protruding viathe flanges into runner cavities. Each of the nozzles may include a tiphaving at least one aperture. Each of the nozzles may include aplurality of apertures arranged in one or more rows. Each of the rowsmay include apertures with a different diameter. At least one of thenozzles may define a plurality of apertures configured to spray thecondensate. The nozzles may protrude via the flanges in a directiontowards runner outlets.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a schematic of a non-limiting example of an internalcombustion engine capable of employing various embodiments of thepresent disclosure;

FIG. 2 illustrates an exploded view of an example prior art intakemanifold;

FIG. 3 illustrates an exploded view of an alternative prior art exampleintake manifold;

FIG. 4 illustrates a perspective view of a non-limiting example of aunitary intake manifold according to one or more embodiments;

FIG. 5 shows a cross-sectional view of the unitary intake manifold ofFIG. 4 along the line 5-5;

FIG. 6 shows an alternative cross-sectional view of the unitary intakemanifold of FIG. 4 along the line 6-6;

FIG. 7 show a yet an alternative cross-sectional view of the unitaryintake manifold of FIG. 4 along the line 7-7;

FIG. 8 shows an alternative embodiment of the unitary intake manifoldincluding a non-limiting example of a gooseneck disclosed herein;

FIGS. 9A-9C illustrate various embodiments of the fluid distributionport integral with the intake manifold of FIGS. 4-8;

FIG. 10A shows a perspective view of the integral intake manifold ofFIGS. 4-8 and the fluid distribution port with an example location forpoint of entry of the port 400 into the body of the intake manifold;

FIG. 10B shows alternative example locations for the point of entry ofthe fluid distribution port into the body of the intake manifold;

FIG. 11 a cross-sectional view of the unitary intake manifold of FIG. 4along the line 5-5 with the addition of the branches and wings of thefluid distribution port;

FIGS. 12A and 12B show exemplary placement of the wings of the fluiddistribution port in the intake manifold, specifically surrounding atleast a portion of the intake manifold where the channels transitioninto runners;

FIG. 13 shows a non-limiting example of nozzles protruding into theinterior of the intake manifold with tips for fluid distribution;

FIG. 14 shows a non-limiting example of nozzles with diverters;

FIGS. 15A-15C show a yet alternative example embodiment of nozzles ofthe fluid distribution port discloses herein; and

FIG. 16 schematically shows a connection between a supply of the fluidand the fluid distribution port.

DETAILED DESCRIPTION

Embodiments of the present disclosure are described herein. It is to beunderstood, however, that the disclosed embodiments are merely examplesand other embodiments may take various and alternative forms. Thefigures are not necessarily to scale; some features could be exaggeratedor minimized to show details of particular components. Therefore,specific structural and functional details disclosed herein are not tobe interpreted as limiting, but merely as a representative basis forteaching one skilled in the art to variously employ the presentinvention. As those of ordinary skill in the art will understand,various features illustrated and described with reference to any one ofthe figures may be combined with features illustrated in one or moreother figures to produce embodiments that are not explicitly illustratedor described. The combinations of features illustrated providerepresentative embodiments for typical applications. Variouscombinations and modifications of the features consistent with theteachings of this disclosure, however, could be desired for particularapplications or implementations.

Except where expressly indicated, all numerical quantities in thisdescription indicating dimensions or material properties are to beunderstood as modified by the word “about” in describing the broadestscope of the present disclosure.

The first definition of an acronym or other abbreviation applies to allsubsequent uses herein of the same abbreviation and applies mutatismutandis to normal grammatical variations of the initially definedabbreviation. Unless expressly stated to the contrary, measurement of aproperty is determined by the same technique as previously or laterreferenced for the same property.

Reference is being made in detail to compositions, embodiments, andmethods of the present invention known to the inventors. However, itshould be understood that disclosed embodiments are merely exemplary ofthe present invention which may be embodied in various and alternativeforms. Therefore, specific details disclosed herein are not to beinterpreted as limiting, rather merely as representative bases forteaching one skilled in the art to variously employ the presentinvention.

Geometry, orientation, and design of an intake manifold has directimpact on the internal combustion engine efficiency. FIG. 1 illustratesa schematic non-limiting example of an internal combustion engine 20.The engine 20 has a plurality of cylinders 22, one of which isillustrated. The engine 20 may have any number of cylinders 22,including three, four, six, eight, or another number. The cylinders maybe positioned in various configurations in the engine, for example, as aV-engine, an inline engine, or another arrangement.

The example engine 20 has a combustion chamber 24 associated with eachcylinder 22. The cylinder 22 is formed by cylinder walls 32 and piston34. The piston 34 is connected to a crankshaft 36. The combustionchamber 24 is in fluid communication with an example intake manifold 38and the exhaust manifold 40. An intake valve 42 controls flow from theintake manifold 38 into the combustion chamber 24. An exhaust valve 44controls flow from the combustion chamber 24 to the exhaust manifold 40.The intake and exhaust valves 42, 44 may be operated in various ways asis known in the art to control the engine operation.

A fuel injector 46 delivers fuel from a fuel system directly into thecombustion chamber 24 such that the engine is a direct injection engine.A low pressure or high pressure fuel injection system may be used withthe engine 20, or a port injection system may be used in other examples.An ignition system includes a spark plug 48 that is controlled toprovide energy in the form of a spark to ignite a fuel air mixture inthe combustion chamber 24. In other embodiments, other fuel deliverysystems and ignition systems or techniques may be used, includingcompression ignition.

The engine 20 includes a controller and various sensors configured toprovide signals to the controller for use in controlling the air andfuel delivery to the engine, the ignition timing, the power and torqueoutput from the engine, and the like. Engine sensors may include, butare not limited to, an oxygen sensor in the exhaust manifold 40, anengine coolant temperature, an accelerator pedal position sensor, anengine manifold pressure (MAP) sensor, an engine position sensor forcrankshaft position, an air mass sensor in the intake manifold 38, athrottle position sensor, and the like.

In some embodiments, the engine 20 may be used as the sole prime moverin a vehicle, such as a conventional vehicle, or a stop-start vehicle.In other embodiments, the engine may be used in a hybrid vehicle wherean additional prime mover, such as an electric machine, is available toprovide additional power to propel the vehicle.

Each cylinder 22 may operate under a four-stroke cycle including anintake stroke, a compression stroke, an ignition stroke, and an exhauststroke. In other embodiments, the engine may operate with a two-strokecycle. During the intake stroke, the intake valve 42 opens and theexhaust valve 44 closes while the piston 34 moves from the top of thecylinder 22 to the bottom of the cylinder 22 to introduce air from theintake manifold 38 to the combustion chamber 24. The piston 34 positionat the top of the cylinder 22 is generally known as top dead center(TDC). The piston 34 position at the bottom of the cylinder 22 isgenerally known as bottom dead center (BDC).

During the compression stroke, the intake and exhaust valves 42, 44 areclosed. The piston 34 moves from the bottom towards the top of thecylinder 22 to compress the air within the combustion chamber 24.

Fuel is then introduced into the combustion chamber 24 and ignited. Inthe engine 20 shown, the fuel is injected into the chamber 24 and isthen ignited using spark plug 48. In other examples, the fuel may beignited using compression ignition.

During the expansion stroke, the ignited fuel air mixture in thecombustion chamber 24 expands, thereby causing the piston 34 to movefrom the top of the cylinder 22 to the bottom of the cylinder 22. Themovement of the piston 34 causes a corresponding movement in crankshaft36 and provides for a mechanical torque output from the engine 20.

During the exhaust stroke, the intake valve 42 remains closed, and theexhaust valve 44 opens. The piston 34 moves from the bottom of thecylinder to the top of the cylinder 22 to remove the exhaust gases andcombustion products from the combustion chamber 24 by reducing thevolume of the chamber 24. The exhaust gases flow from the combustioncylinder 22 to the exhaust manifold 40 and to an after-treatment systemsuch as a catalytic converter.

The intake and exhaust valve 42, 44 positions and timing, as well as thefuel injection timing and ignition timing may be varied for the variousengine strokes.

The engine 20 includes a cooling system to remove heat from the engine20, and may be integrated into the engine 20 as a cooling jacketcontaining water or another coolant.

A head gasket 78 may be interposed between the cylinder block 76 and thecylinder head 79 to seal the cylinders 22.

The depicted non-limiting example intake manifold 38 leading to theengine 20 includes a plenum housing 50 distributing intake gases torunners 56. The runners 56 provide the intake gases, including ambientair, exhaust gases from exhaust gas recirculation, the like, or acombination thereof, to the intake valves 42. A throttle valve 90 isprovided to control the flow of intake gases to the plenum housing 50.The throttle valve 90 may be connected to an electronic throttle bodyfor electronic control of the valve position. The intake manifold 38 maybe connected to an exhaust gas recirculation (EGR) system, a canisterpurge valve (CPV) and fuel system, a positive crankcase ventilation(PCV) system, a brake booster system, the like, or a combinationthereof. An air filter (not shown) may be provided upstream of thethrottle valve 90.

Typically, as is shown in FIG. 2, an intake manifold 138 is manufacturedin separate parts which are subsequently assembled together. Forexample, FIG. 2 shows an exploded view of an intake manifold system 138according to an embodiment for use with the engine of FIG. 1. The intakemanifold 138 is a modular system that allows for various separatecomponents of the intake manifold to be positioned and assembledvariably to form the manifold 138. The assembly requires manufacture ofseparate parts such that the intake manifold 138 may be assembled inmultiple configurations based on the engine position and vehiclepackaging considerations. The individual separate parts include theplenum body 150, the end plate 152 to enclose the interior volume of theplenum body 150, apertures 154 of the plenum body 150 to receive runners156, and a throttle body connector 158.

Yet, other intake manifolds with just one installation position withinthe engine, such as an intake manifold 138′ depicted in FIG. 3, aretypically manufactured in several pieces or parts and subsequentlyassembled and secured with fasteners, adhesives, welds, or a combinationthereof. FIG. 3 depicts an intake manifold 138′ having several discreetparts including a plenum 150 and a separate piece forming a plurality ofrunners 156 and a flange 160, attachable to a top end 162 of the plenum150 with fasteners 162. To further strengthen the plenum 150, ribs 164are typically added on the exterior portion of the plenum 150.

Yet, assembly of various parts to form a typical intake manifold isquite complex and time consuming. In the interest of increasing fuelefficiency, some of the parts may be made from light-weight materialssuch as composites and plastics. This may result in a number ofconnecting parts made from different materials which typically presentsa challenge, especially if the bond is to be leak-proof. Assembly istime consuming and adds to cycle time. Moreover, anytime bonding of atleast two components is required, necessary control checks are vital toensure that the bond is provided correctly. Such checks are expensiveand add to cycle time.

Furthermore, traditional manufacturing methods, and the need to assembleindividual parts together, present limitations with respect to the shapeof the individual parts which may be manufactured. Thus, overallefficiency of the intake manifold may be limited as the shape ideal froman air-flow perspective may not be practical to manufacture due to cost,assembly, and time perspective.

Thus, it would be desirable to provide an intake manifold with reducedcomplexity of manufacturing, improved efficiency, and reduced time andcost of the intake manifold production.

In one or more embodiments, an integral intake manifold 238 overcomingone or more disadvantages of the prior art listed above is disclosed.The integral intake manifold 238, depicted, for example, in FIG. 4,includes a plenum or plenum housing 250 having a gas inlet 264 graduallyextending into a plurality of channels 256. The plenum 250 is hollow andprovides an internal volume for the intake gases to be distributed viathe channels 256 to the engine. The plenum 250 may be sized and shapedto be at a partial vacuum during engine operation. The intake gas(es)may include fuel, ambient air, EGR gas, or a combination thereof.

In one non-limiting example, the plenum 250 may include additionalfeatures such as a sensor mount for a sensor such as an intake gastemperature sensor, a pressure sensor, the like, or a combinationthereof. The plenum 250 may include an attachment feature 252 for use inconnecting or supporting the intake manifold 238 to the engine, thevehicle, or both. The attachment feature 252 may include a flange, anaperture, or the like such that the unitary intake manifold 238 may besecured to the engine, the vehicle, or both.

While in the prior art, the plenum is typically a “log” style plenumbody having a width of the internal cavity and distance between thelongest sides quite regular, the disclosed plenum 250 has a varyingshape defined by a plurality of channels 256. The plenum 250 includespartial walls 272 that form the channels 256 radiating from the commongas inlet 264. The partial walls 272 form an endoskeletal structureconfigured to support the intake manifold 250. The partial walls 272divide the channels 256 from one another. The partial walls 272 mayprotrude into the cavity of the plenum from the opposing faces of theplenum 250, but do span from one face of the plenum to the other faceand do not connect the opposing faces of the plenum 250. Alternatively,the partial walls 272 may be formed on just one face of the plenum 250.The plenum 250 thus does not feature any ribs on the outside as theendoskeleton, formed by the partial walls 272, strengthens the plenum250.

The partial walls 272 may have a greater thickness/height than thethickness of the remaining portions of the plenum 250. The partial walls272 may have a varying height such that at least one partial wallsextend further into the cavity of the plenum 250 than at least one otherpartial wall 272. Height of the partial walls 272 is discussed below.Alternatively, all the partial walls 272 may have the same height withinthe cavity of the plenum 250.

The channels 256, divided by the partial walls 272, may be shaped invarious ways. For example, the channels 256 may be straight, curved, orboth. The channels 256 may have various lengths, based on the enginedesign. The channels 256 may be tuned to take advantage of the Helmholtzresonance effect. Each channel 256 may be shaped differently, havedifferent geometry, to maximize air flow into the engine. For example,at least one channel 256 may have different dimensions than theremaining channels 256. The dimensions may include length, angle ofcurvature, width. The dimensions may differ within the length of achannel 256. For example, the channel 256 may widen in the directionfrom the air inlet 264 towards an opening 254.

As FIGS. 5 and 6 show, the gas inlet 264 forms a first end of thechannels 256. The channels 256 have a second end 266 formed by anopening or aperture 254. The channels 256 may gradually transition intorunners 268 via the opening 254. The channels 256 transition into therunners such that there is no seal between the plenum 250 and therunners 268.

The aperture 254 is positioned at the opposite end of each channel 256than the gas inlet 264. The aperture 254 may be arranged perpendicularto the influx of intake gasses via the gas inlet 264. The opening 254may be a bell mouth opening. The bell mouth opening 254 is a taperedopening where the taper may resemble a shape of a bell. The bell mouthopening 254 may be an expanding or reducing opening. The angle of theopening 254 may be tapered at about 30-60°, or at about 45°. The opening254 gradually extends or leads into a plurality of runners 268. Thetransition from the channels 256 into the openings 254 and into therunners 268 may be smooth, without interruptions in airflow, a gradualtransition of curvatures of the same material. The transition of thechannels 256 to the opening may include a flange 282 and a notch 255,examples of which are depicted in FIG. 7.

The runners or ducts 268, cross-section of which is depicted in FIG. 7,form a convergent inlet airway directing the intake gas into the inletof the engine or into an intake port of the cylinder head. The runners268 may have the same or different dimensions, shape, or both. Therunner 268 may have a circular, oval, or rectangular cross-section. Therunner 268 may have the same cross-section as the opening 254. Therunner 268 may get smaller as the gas flows into the engine via anoutlet 270. The runner 268 may have uniform geometry, width, or boththroughout its length. Incorporation of the bell mouth opening 254leading to the runners 268 may increase efficiency of air flow via theintake manifold 238 to the engine.

The cross-sectional area of the bell mouth opening 254 may be largerthan that of the runner 268. The cross-sectional area of the bell mouthopening 254 may be about double that of the runner 268 area. Thecross-sectional area of the bell mouth opening 254 may be such that theair velocity entering the bell mouth opening is low to reduce noise,turbulence, pressure drop, and the like, and gradually increases to thedesired design velocity of the runner 268.

The cross section of the opening 254 may be rectangular, square,circular, oval, or the like. The opening 254 may have a flange 282around at least a portion of its circumference. The opening 254 may havethe same, smaller, or larger diameter than the diameter of the gas inlet264.

As can be further seen in FIG. 6 with respect to the channels 256,individual channels 256 are divided from one another. The division maybe provided by one or more areas forming partial walls 272. The partialwalls 272 may form raised portions extending towards the interior of theplenum 250, but not connecting opposing faces of the plenum 250. Thepartial walls 272 may form lateral portions of each channel 256. Theheight of the partial walls 272 may differ. The partial walls 272 mayhave peaks 278 forming the highest portions of the dividing areas 272.

The channels 256 thus contain the shallowest portion 274 having heighth₁, the partial walls featuring a middle portion 276 having height h₂,and a peak 278 having height h₃, h₁>h₂>h₃. Additional raised portions ofthe partial walls 272 with additional heights different from h₁, h₂, h₃are contemplated.

The shallowest portion 274 of each channel 256 may have a differentshape and area than in the remaining channels 256. For example, thechannel 256 leading to the opening 254 most distant from the air inlet264 may include the shallowest portion 274 arranged as an expansion area275. The expansion area 275 may be defined by a partial wall 272 betweenadjacent channels 256 and an outer side 280 of the plenum 250. Anotherexpansion area may be included in a channel 256 adjacent to the gasinlet 264 defined by a partial wall 272 and an outer side of the plenum280. The expansion area 275 may have a width which increases in thedirection from the air inlet 264 towards the mouth opening 254. Theexpansion area 275 may expand the entire length between the air inlet264 and the opening 254. The width of the expansion area 275 may differthroughout its length to accommodate the most optimized airflowpatterns. The varying width of the expansion area allows for evendistribution of the intake gas. For example, w₃>w₁>w₂.

In contrast to the expansion area 275 of the outer-most channel 256and/or the channel adjacent to the gas inlet 264, the shallowest portion274 of the remaining channels 256 may not extend from the gas inlet 264,but be confined within the middle portions 276 and peaks 278 of thepartial walls 272. Thus, the inlet gasses entering the plenum 250 viathe gas inlet 264 encounter predominantly the open expansion area 275.Specifically, the expansion area 275 in the channel 256 adjacent to thegas inlet 264 allows to direct gas into the channel 256 which istypically hard to supply gas with in the prior art designs. The purposeof this design thus allows even distribution of the intake gasses withinthe entire plenum 250 and intake manifold 238 such that the gasses flowfrom the gas inlet 264 via the channels 256 towards the opening 254, viathe runners 268 and the outlet 270 evenly. Even distribution optimizesthe efficiency and performance of the engine.

As depicted in FIGS. 4-6, the intake manifold 238 is formed as aunitary, integral piece. The unitary piece includes the plenum 250 withthe channels 256, gradually transitioning into runners 268. The unitaryintake manifold 238 thus presents an article having a surface withsmooth contours throughout the article, providing smooth transitionsfrom the gas inlet 264 to the channel outlets 270, resulting in an evendistribution of the intake gasses to the engine, optimal degree ofturbulence supporting atomization, and minimizing pressure drops.Unitary means that the entire intake manifold 238 is formed as one piecesuch that the individually described portions mentioned above are formedas integral portions of the intake manifold 238 and not as separateparts, later assembled into an intake manifold. The unitary intakemanifold 238 thus requires no seals. For example, there is no sealbetween the plenum 250 and the runners 268.

The inner surface of the unitary intake manifold 238 may be smooth,textured, rough, or a combination thereof. For example, at least oneportion of the inner surface may be textured to induce a desired degreeof turbulence within the intake manifold 238.

The wall thickness of the intake manifold may be reduced in comparisonwith the prior art intake manifolds. For example, while the typicalintake manifold has a wall thickness of about 3.5 to 4.5 mm, andstiffening ribs on the exterior part of the plenum, the unitary intakemanifold 238 disclosed herein may have a wall thickness of about 2 mm.Stiffening ribs are not necessary due to presence of the partial walls272 configured to support the intake manifold 238.

In another embodiment, depicted in FIG. 8, the unitary intake manifold238 also includes a gas inlet channel, duct, or gooseneck conduit 284.The gooseneck conduit 284 extends outwardly from the gas inlet 264. Thegooseneck conduit 284 gradually transitions into the channels 256 suchthat there is no seal between the plenum 250 and the gooseneck conduit284.

The gooseneck conduit 284 may have the same diameter as the gas inlet264. The gooseneck conduit 284 may extend, curve, or both from theplenum 250 in the same or similar general direction as the runners 268.The gooseneck conduit 284 may have uniform dimensions, geometry, or boththroughout its length. The gooseneck conduit 284 may have a variety ofshapes. For example, the gooseneck conduit 284 may be formed as acylindrical tube. The gooseneck conduit 284 may form an elbow-shapedportion. The gooseneck conduit 284 may be straight or curved. Thegooseneck conduit 284 may be hollow. The gooseneck conduit 284 may bepartially perforated, perforated along its entire length, or free ofperforations. The gooseneck conduit 284 may have protrusions, ridges, orother texture inside to guide gas flow in an optimal manner from a firstend 285, defining a port, opening, or aperture, to the gas inlet 264forming the second end. The gooseneck conduit 284 has an inner orinterior portion and an exterior portion.

The gooseneck conduit 284 may also define various ports, mounts,sensors, apparatuses, or a combination thereof for connection to theengine, vehicle systems, or both which may be arranged in variousmanners. For example, the gooseneck conduit 284 may have a brake boosterport, an exhaust gas recirculation (EGR) apparatus, a connection port ormount for positive crankcase ventilation (PCV) apparatus, a connectionport or mount for a canister purge valve (CPV) or system, a throttlebody, the like, or a combination thereof. The arrangement of the ports,mounts, sensors, apparatuses, may be based on their size and packagingconsiderations, may be on the interior portion, exterior portion of thegooseneck conduit 284, or both. The gooseneck 284 may further includeadditional features such as a throttle body to provide a restrictionand/or a flow channel for the intake gasses from the throttle body 286to the plenum 250. The gooseneck 284 may include a fuel injector 292, aPCV apparatus 300, the EGR apparatus 316, or a combination thereof.

In an alternative embodiment, at least some of the features named above,or other features, may be located in different portions of the intakemanifold 238. For example, the intake manifold 238 may include anadditive fluid delivery port 400. The additive fluid may be any servicefluid such as a fluid capable of cleaning a portion of the engine or afluid capable of boosting the engine performance. Example fluids mayinclude nitrous oxide, a fuel injector cleaner, engine degreaser,crankcase conditioner, a general purpose cleaner, carburetor cleaner,the like, or a combination thereof. Other fluids such as an exhaust gasor condensate are contemplated.

As is depicted in FIGS. 9A-9C, the additive fluid delivery port or port400 may include at least one duct, conduit, tubing, or tube 401 havingan inlet 402. The inlet may be tubular with a cross-section which issymmetrical, asymmetrical, regular, irregular, circular, oval, square,rectangular, triangular, oblong, or the like. The inlet 402 may belocated outside of the intake manifold 238. For example, the inlet 402may be located adjacent to an exterior of the intake manifold 238, runalongside the exterior wall of the intake manifold 238, and/or runperpendicular to the intake manifold exterior wall. The tube 401 withthe inlet 402 may be also an integral part of the intake manifold 238body such that a portion of the tube 401 is an integral part of theintake manifold body, is closely adjacent to the body, or forms aportion of the intake manifold body.

The port 400 may include one or more branches or arms 404 extending intoan interior of the intake manifold 238 such that there is no sealbetween the additive fluid delivery port 400 and the manifold 238. Inother words, the port 400 and the intake manifold 238 are formed asintegral parts, as a stratified unitary piece such that the port 400seamlessly transitions into the intake manifold 238. The additive fluiddelivery port 400 may include 2, 3, 4, 5, 6, 8, 10, or more branches404. In at least one embodiment, a portion of the branches 404 may belocated on the exterior of the intake manifold 238 and another portionof the branches 404 may be located on the interior of the intakemanifold 238. In an alternative embodiment, only the inlet 402 may belocated on the outside of the intake manifold 238 such that the tubing401 enters the interior of the intake manifold 238 before it splits intothe two or more branches 404.

FIG. 9A illustrates the tubing 401 splitting into two branches 404. Inat least one alternative embodiment, depicted in FIG. 9B, the inlet 402may transition into a single branch 404, which is independent ofadditional tubing 401, inlets 402, and branches 404. Alternativelystill, as FIG. 9C shows, a single inlet 402 may provide the fluid tofour individual, but interconnected branches 404.

As can be seen in FIGS. 10A and 10B, the point of entry of the porttubing 401 leading from the inlet 402 or the branches 404 may be atvarious locations. Exemplary non-limiting locations are marked withletters A-I, corresponding to the partial walls (A), the channels (B, C,D), adjacent or in close proximity to the opening 264 to the gooseneck284 (E), in the runners (F), adjacent or in close proximity to theoutlet 270 (G), or in the gooseneck (H, I). Additionally, the port 400may be located on one or more sides of the intake manifold 238. Forexample, a port 400 may be included on opposing faces of the intakemanifold 238. The ports 400 may be included at the same or differentheight on different portions of the intake manifold 238. More than oneport 400 may be located on a single side of the intake manifold 238. Forexample, a single intake manifold may include several ports 400 todeliver more fluid of one type and/or more types of fluids describedabove. For example, a single intake manifold 238 may include at leastone EGR port, a condensate port, an additive fluid port, the like, or acombination thereof, each placed at the locations A-H depicted in FIGS.10A and 10B, or at an alternative location of the intake manifold 238.

Thus, the individual branches 404 may enter the interior of the intakemanifold 404 via the point of entry at a variety of locations. Forexample, the branches 404 may be located in the intake manifold plenum250 (A-E), in one or more channels 256 (B, C, D), in one or more of thepartial walls or areas dividing the individual channels 272 (A),adjacent to the gas inlet 264 (E), in one or more runners 268 (F, G), inthe gooseneck 284 (H, I), or the like. For example, the branches 404 mayenter the plenum 250 within the partial wall 272 such that the entry isvia the thickest portion of the plenum 250, which may contribute tostructural stability of the plenum 250 with the port(s) 400.Alternatively, the branches 404 may enter the intake manifold 238 in thevicinity of the outlet 270 designed to connect to an intake port of acylinder head. Alternatively still, the branches 404 may enter theintake manifold 238 adjacent to the gradual transition of the channels256 to the runners 268, the flange 282, the aperture 254.

The amount and placement of the branches 404 depends on the specificdesign of the intake manifold. For example, a single branch 404 may bededicated to each runner 268. In an alternative embodiment, depicted inFIG. 11, a branch supplies the fluid to two wings 406, each surroundinga runner 268. In another example, a single branch 404 may be connectedto each wing 406 via a connector 410, depicted in FIGS. 9A-9C. Theconnection may be a gradual transition of the branch 404 into a wing406. The connection may be located at an end portion 412, centralportion 414 of the wing 406, or in a curved portion of the wing 406.

In at least one embodiment, example of which is illustrated in FIG. 11,each branch 404 may further extend into a set of wings or sub-branches406. The extension of the branch 404 into the set of wings 406 may forma bifurcated tube. The set of wings may include two adjacent wings 406.The division of the branch 404 into a set of wings 406 may besymmetrical such that division may include a curved connector 410 fromthe branch 404 into each wing 406, one connector 410 curved to the rightat an angle and a second connector 410 curved to the left at an angle.The angle may be 20, 30, 40, 45, 50, 60, 70, 75, 80, 90, or more degreeswith respect to the direction of the branch 404. The connection mayincrease in diameter as the connection transitions into the wing 406.

The connector 410 gradually transitions from the branch 404 into thewing or sub-branch 406. The transition may be located at an end portion412, central portion 414 of the wing 406, or in a curved portion of thewing 406. It may be beneficial to place the connector 410 further awayfrom an end portion 412 of the wing 406 to provide for an even flow ofthe fluid within the wings 406.

Each wing 406 may be symmetrical or asymmetrical. For example, each wing406 may form a curvature, even or uneven at each end 412. The wings 406may be tubular or hollow or form a tubular or hollow member or a duct toallow flow of the fluid inside. The tubular curvature may enable evenflow of the fluid from the branches 404 via the wings 406 to adestination such as a nozzle 408 from which the fluid enters theinternal cavity of the intake manifold 238.

Each wing 406 may form a half-ring, half-oval, quarter ring, quarteroval, a ¾ ring, a ¾ oval, an entire ring or entire oval, a torus, arounded rectangle, a rounded square. Other lengths of the wing 406 arecontemplated. In at least one embodiment, the wing 406 may featurecorners which are not curved or oblong such that the shape of the wing406 may be square or rectangular with sharp corners. Yet with suchdesign, an optimal even flow of fluid may be more difficult to achieve.

The wings 406 may at least partially surround a portion of an intakemanifold 238, as is depicted in FIG. 12A. For example, the wings 406 maypartially or fully surround the intake manifold at a location where thechannels 256 transition into the runners 268. Such location may be at aflange 282. The wings 406 may rest on the flange 282 or graduallytransition into the flange 282 such that a portion of the wing 406 formsthe flange 282. In an alternative embodiment, depicted in FIG. 12B, thewings may fully or entirely surround a portion of the intake manifold238 such that an entire circumference or length of the portion issurrounded by the wings 406. In such case, nozzles 408 present in thewings 406 may be provided in a portion of the wing or in the entirelength of the wing 406.

The port 400 may include one or more nozzles 408. The amount of nozzlesmay differ, depending on the needs of a specific application. Thenozzles may extend from the branch 404 or from the wing 406. Forexample, each branch may include more than one nozzle 408.Alternatively, each wing may include more than one nozzle 408. In anon-limiting example, a wing may include 1, 2, 3, 4, 5, 6, 7, 8, 9, 10,or more nozzles. The nozzles 408 may be the same or different in eachwing 406, branch 404, port 400.

The branch 404 or wing 406 may include the nozzles 408 along its entirelength or only along a portion of its length as is illustrated forexample in FIGS. 12A and 12B. The nozzles 408 may be spaced evenly orunevenly along the length of the branch 404 or wing 406. For example, ina non-limiting example embodiment where the wing 406 at least partiallysurrounds the flange 282, the nozzles 408 may be located along thecircumference of the flange 282.

The nozzle 408 may have a body 416 and a tip 418. The body 416 may beelongated. The dimensions of the body 416 may be uniform or non-uniform.For example, the body 416 may narrow or widen in the direction from theport 400, branch 404, wing 406 towards the interior of the intakemanifold 238. The diameter of the nozzle 408 is wide enough to enableflow of the fluid from the port 400 to the interior of the intakemanifold 238. The diameter of the nozzle 408 may be smaller than thediameter of the branch 404, the wing 406, or both. The diameter of thenozzle 408 may be one eight, one fourth, one half of the diameter of thebranch 404, the wing 406, or both. Alternatively, the diameter of thenozzle 408 may be once, twice, three times, four times, five times,eight times, or ten times smaller than the diameter of the branch 404,the wing 406, or both.

Each nozzle 408 may have the same or different dimensions of the body416. For example, nozzles 408 with a first diameter may alternate withnozzles 408 having a second diameter, the second diameter beingdifferent from the first diameter. The first diameter may be smaller orgreater than the second diameter. A third, fourth, fifth diameter, eachdifferent from one another and from the first and second diameter arecontemplated. Alternatively, nozzles 408 with the first diameter may bethe most outer nozzles 408 while the nozzles 408 with the seconddiameter may be located between the most outer nozzles 408.

The tip 418 of the nozzle 408 may extend into the cavity of the intakemanifold 238, for example into the aperture 254, into the plenumopening, into an opening of one of the channels 256, or the like. Thetip 418 may thus form a notch. The extension may encompass just the tip418 and/or another portion of the nozzle 408. The tip 418 protrudinginto the internal space of the intake manifold 238 is depicted, forexample, in FIGS. 12A, 12B, and FIG. 13. In an alternative embodiment,the tip 418 may be flush with an internal surface of the plenum 238, asis depicted in FIG. 14.

The location, purpose, angle, and other properties of the port 400determine the shape of the nozzle 408, the tip 418, or both. Forexample, the tip 418 may have a shape of a cone, conical frustum,half-sphere or dome, be rounded or pointed. Other shapes arecontemplated. The tip 418 may feature at least one aperture or opening420. A number of openings 420 may be present, for example arranged in aportion of the tip 418, around the entire circumference of the tip 418,in rows, regularly, irregularly spaced apart from each other. As can beseen in a non-limiting example of FIG. 13, three rows of openings 420are included on each tip 418, the openings 420 being present on a halfof the tip 418 pointing towards the outlet of the runners 268. The rowsmay feature the same or different openings 420. For example, a first rowmay feature openings 420 with a smaller or greater diameter than theopenings 420 in a second, and/or third row. The number of openings 420in each row may be the same or different.

In an alternative embodiment depicted in FIG. 14, the nozzle 408 mayhave a circular opening 420 flush with the inner surface of the intakemanifold 238 and feature a number of diverters 422. The diverters 422may be tapered or curved. The diverters 422 may be placed in a varietyof locations. The function of the diverters 422 is to assist withdirecting the fluid in a specific direction, to help disperse the fluidonto desirable surfaces or avoid spraying the fluid onto surfaces whichmay be susceptible to high heat or other conditions caused by the fluiddistribution into the intake manifold 238.

Besides diverters 422, the nozzle 408 and/or the tip 418 may include oneor more filters (not depicted) to purify the fluid to be released intothe intake manifold 238. Alternatively, one or more filters may beplaced anywhere else within the port 400 such as in the inlet 402,branch 404, wing 406, or a combination thereof.

In yet alternative embodiments, depicted in FIGS. 15A-15C are a nozzle408 having a tip 418 with elongated apertures 420, a nozzle 408 with arounded tip 418 having a single aperture 418, and a nozzle havingapertures 420 arranged around the entire circumference of the tip 418,respectively.

As was mentioned above, the fluid may be nitrous oxide such that theport 400 is configured as a nitrous oxide delivery apparatus or portconnected to a supply or reservoir of nitrous oxide and adapted toincrease an internal combustion engine's power output. Typical nitrousoxide delivery apparatuses are single point entry systems bolted to theintake manifold. The typical nitrous oxide delivery systems thus requirea lot of mechanical fittings, feature flare style arrangements, whichmay be very complex, yet not enabling to include fine orifices or even aplurality of orifices. The port 400 designed as a nitrous oxide portenables fine, more even distribution of nitrous oxide withoutdisruptions to the gas path normally caused by a single-point entrysystems.

The port 400 may have yet different functions, for example serve as anEGR apparatus. The EGR apparatus 316 serves as a nitrogen oxidereduction apparatus, capable of recirculating a portion of engineexhaust gas back to the engine cylinders. The gas flowing through theintake manifold 238 is enriched with gases inert to combustion, actingas absorbents of combustion heat, which reduces peak temperatures in thecylinders.

The typical EGR inlet port is located within the gooseneck, downstreamof the throttle body or in the vicinity of the throttle body adapterarea. The port is typically machined, leaving a port with sharp edges.Thus, when the EGR system is active, exhaust gas is introduced into thegas flow in the intake manifold through a single location, which maycause disruption of the gas flow in the intake manifold. Additionally,due to the single point of entry, the mixing of the exhaust gas with thegas present inside of the gooseneck conduit 284 is minimal.

To improve mixing of the exhaust gas with the gas present inside of theintake manifold 283 as well as overall performance and engineefficiency, the EGR gas may be lead via the port 400 arranged as an EGRapparatus or exhaust gas recirculator configured to reduce NOx of theengine and capable of distributing NOx into the interior of the intakemanifold 238. The exhaust gas recirculator designed as port 400 may beconnected to an exhaust manifold with an exhaust flow, tube, or tubing,and a valve capable of releasing the exhaust gas.

Possible advantages of the port 400 configured as the exhaust gasrecirculator may include better mixing of the gasses within the intakemanifold 238, delivery of the exhaust gas closer to the combustionsystem, even dispersion of the exhaust gas which may contribute to andmaintain a more stable combustion process, contribution to a betterthermal control of the system, and protection of the throttle body inthe gooseneck, susceptible to high heat, from exposure to hightemperatures associated with reintroduction of the exhaust gas to theintake manifold 238. The port 400 configured as the EGR apparatus thusbecomes a part of the cooling of the engine system.

Alternatively still, the port 400 may be configured as a condensate portconfigured to provide condensate from a heat exchanger such as a chargeair cooler, capable of collecting condensate, to the engine. Theconnection between the heat exchanger and the port 400 may be viatubing, a tube, a conduit, the like, or a combination thereof. A controlvalve may be provided as well. A filter may be included in or prior tothe port 400 to remove any undesirable contaminants from the condensate.

FIG. 16 schematically shows connection of the intake manifold 238 viathe port 400 to a supply of the fluid 500. The supply 500 may be a fluidreservoir, pool, collector, container, storage, a tank, a portion of theengine, a portion of the powertrain, an exhaust manifold, a heatexchanger, or another source. The supply may be continuous ordiscontinuous. The supply may be a one-time supply such as a one-timefluid addition which allows addition of the fluid from a container,which is not part of the automotive system, directly to the inlet 402.For example, a fluid may be provided from a container which may bediscarded after the addition. The connection may be via tubing, flow,pipe, duct, line, hose, canal, channel, conduit, or the like. Theconnection may or may not include a valve 502, which may be a controlvalve allowing flow of the fluid from the supply 500 to the port 400under a first set of circumstances and preventing flow of the fluid fromthe supply 500 to the port 400 under a second set of circumstances.

A method of forming the integral intake manifold 238 and the fluiddelivery port 400 is also disclosed herein. The enabler for productionof the disclosed intake manifold, having unique structural featuresdepicted in the Figures and described above, may be additivemanufacturing. Additive manufacturing processes relate to technologiesthat build 3-D objects by adding layer upon layer of material. Thematerial may be plastic, metal, concrete, or the like. Additivemanufacturing includes a number of technologies such as 3-D printing,rapid prototyping, direct manufacturing, layered manufacturing, additivefabrication, vat photopolymerization including stereolithography (SLA)and digital light processing (DLP), material jetting, binder jetting,material extrusion, powder bed fusion, sheet lamination, directed energydeposition, and the like.

Early additive manufacturing focused on pre-production visualizationmodels, fabricating prototypes, and the like. The quality of thefabricated articles determines their use and vice versa. The earlyarticles formed by additive manufacturing were generally not designed towithstand long-term use. The additive manufacturing equipment was alsoexpensive, and the speed was a hindrance to a widespread use of additivemanufacturing for high volume applications. But recently, additivemanufacturing processes have become faster and less expensive. Additivemanufacturing technologies have also improved regarding the quality ofthe fabricated articles.

Any additive manufacturing technique may be used to produce thedisclosed integral intake manifold 238 and the port 400 as additivemanufacturing technologies operate according to a similar principle. Themethod may include utilizing a computer, 3-D modeling software (ComputerAided Design or CAD), a machine capable of applying material to createthe layered intake manifold, and the layering material. An examplemethod may also include creating a virtual design of the intake manifoldin a CAD file using a 3-D modeling program or with the use of a 3-Dscanner which makes a 3-D digital copy of the intake manifold, forexample from an already created intake manifold. The method may includeslicing the digital file, with each slice containing data so that theintake manifold may be formed layer by layer. The method may includereading of every slice by a machine applying the layering material. Themethod may include adding successive layers of the layering material inliquid, powder, or sheet format, and forming the intake manifold whilejoining each layer with the next layer so that there are hardly anyvisually discernable signs of the discreetly applied layers. The layersform the three-dimensional solid intake manifold described above havinga plenum housing with a gas inlet, the housing including a plurality ofrunners, each runner ending with an opening leading to a gasdistribution channel having a gas outlet at its opposite end such thatthe additive manufacturing process forms a unitary integral piece. Themethod may also include forming additional features as integral parts ofthe intake manifold 238 by additive manufacturing, for example thegooseneck 284, the port 400 configured to provide a fluid to the intakemanifold such as an exhaust gas recirculator, nitrous oxide port, anadditive fluid port, a service fluid port, or a condensate port.

The additively manufactured intake manifold 238 with the port 400 mayneed to undergo one or more post-processing steps to yield the final 3-Dobject, for example stabilizing. Stabilizing relates to adjusting,modifying, enhancing, altering, securing, maintaining, preserving,balancing, or changing of one or more properties of the intake manifoldformed by additive manufacturing such that the formed intake manifoldmeets predetermined standards post-manufacturing.

The stabilized intake manifold remains in compliance with variousstandards for several hours, days, weeks, months, years, and/or decadesafter manufacturing. The property to be altered may relate to physical,chemical, optical, and/or mechanical properties. The properties mayinclude dimensional stability, functionality, durability,wear-resistance, fade-resistance, chemical-resistance, water-resistance,ultra-violet (UV)-resistance, thermal resistance, memory retention,desired gloss, color, mechanical properties such as toughness, strength,flexibility, extension, the like, or a combination thereof.

Additive manufacturing enables formation of intricate shapes, undulatingshapes, smooth contours and gradual transitions between adjacentsegments or parts of the unitary intake manifold, resulting in a moreeven intake gas distribution to the engine. For example, additivemanufacturing enables formation of the intricate shapes of the branches404, wings 406, connectors 410, nozzles 408, tips 418, and apertures420. The intake manifold 238 and the port(s) 400 formed by the methoddescribed above may be free of any fasteners, adhesive, or other typesof bonds typical for traditional intake manifold manufacturing.

While exemplary embodiments are described above, it is not intended thatthese embodiments describe all possible forms of the disclosure. Rather,the words used in the specification are words of description rather thanlimitation, and it is understood that various changes may be madewithout departing from the spirit and scope of the disclosure.Additionally, the features of various implementing embodiments may becombined to form further embodiments of the disclosure.

What is claimed is:
 1. A power train system comprising: a heat exchangerreservoir to collect condensate; a layered intake manifold; and integraltubing leading from the reservoir to an interior of the intake manifoldvia an intake manifold wall such that there is no seal between acondensate port and the manifold, the tubing splitting into at least twobranches transitioning into a set of wings containing a plurality ofnozzles protruding into the interior.
 2. A power train system of claim1, wherein the wall is located in an intake manifold plenum.
 3. A powertrain system of claim 1, wherein the tubing leads through a portion ofthe wall having the greatest thickness.
 4. A power train system of claim1, wherein the tubing leads to a portion of the intake manifoldcontaining a channel gradually transitioning into a runner.
 5. A powertrain system of claim 1, wherein each of the set of wings partiallysurrounds a runner.
 6. A power train system of claim 1, wherein each ofthe plurality of nozzles protrudes into a runner cavity within theintake manifold.
 7. A power train system of claim 1, wherein each of theplurality of nozzles comprises a tip having a plurality of apertures. 8.A condensate port arrangement comprising: a series of layers defining anintegrated intake manifold, and a condensate port including a tubetransitioning from an exterior to an interior of the intake manifoldwhile forming no seal between the condensate port and the manifold, thetube defining arms branching out into tubular curvatures, each having aplurality of nozzles to distribute condensate into the interior.
 9. Thecondensate port arrangement of claim 8, wherein the tube at leastpartially surrounds the intake manifold.
 10. The condensate portarrangement of claim 8, wherein the tube runs perpendicular to an intakemanifold wall.
 11. The condensate port arrangement of claim 8, whereinthe plurality of nozzles protrudes through a bellmouth opening of anintake manifold runner.
 12. The condensate port arrangement of claim 8,wherein a tip of each of the plurality of nozzles lies flush with aninternal surface of the intake manifold.
 13. The condensate portarrangement of claim 8, wherein each of the arms transitions into thetubular curvature via a symmetrical connector.
 14. The condensate portarrangement of claim 13, wherein the connector is located at an extendeddistance from an end portion of the tubular curvature.
 15. An enginecomponent comprising: a stratified intake manifold; and a stratifiedduct forming a condensate port configured to provide condensate from aheat exchanger to the engine, the duct including an inlet locatedoutside of the intake manifold and transitioning into an interior of theintake manifold such that there is no seal between the recirculator andthe manifold, the duct splitting into wings surrounding runner flangesand containing at least two nozzles each, and the nozzles protruding viathe flanges into runner cavities.
 16. The engine component of claim 15,wherein each of the nozzles includes a tip having at least one aperture.17. The engine component of claim 15, wherein each of the nozzlesincludes a plurality of apertures arranged in one or more rows.
 18. Theengine component of claim 17, wherein each of the rows includesapertures with a different diameter.
 19. The engine component of claim15, wherein at least one of the nozzles defines a plurality of aperturesconfigured to spray the condensate.
 20. The engine component of claim15, wherein the nozzles protrude via the flanges in a direction towardsrunner outlets.